Ignition apparatus



April 1933- F. H. PRESCOTT ET AL 1, 0

IGNITION APPARATUS Filed March 25, 19:51 '2 Sheet-Sheet I FRANK H; rn-nsoor'r AND'JAMES LJARTHU oF ANDERSON/INDIANA, nssmnons I I Patented Apr. 25, 1933 DELCO-REMY 'CORPORATION, OF ANDERSON, INDIANA, A- CORPORATION OF 'DELA- ARE IGNITION APPARATUS r we r Application filed March 25, 1 931. Seria 1-No. 525,'200.

This invention 'relatesto apparatus for timi-ngthe ignition for an internal c'ombus:

tion engine and has among its objects the provision of improved means forautoinatically varying the timing ot the gnition sparking impulsein response to. engine load and engine speed conditions. In order to control the timing of the ignition in response toengiiie load conditions, the present inven tion follows the usual practice of controlling the timer in response'to suction in the fiiel intake pipe oft-heengine. The control of timing in response to engine speed is accomplished through the use of a centrifugal device for connecting the timer. drive. shaft.

with the timer cam and for varying the an gular relation between them. One of the UHPIOVQlIlQIltS which the present iiiveiitioirv aims to provideis t lHLlL Of SO coordinating the engine sijictionfcontrol with theengine speed control of the tumor that the combined spark advance obtained in response to increase in engine speed and increase in suction in the fuel intake pipe will not exceed a certain amount. By liinitingfthe total advance obtained by the combined effects of v increasing speed and suction, the rate of ad- Vance with increasing speedand suction can be made relatively great with beneficial results with respect to econoinyuof operating the engine. v

Another object "of the. present invention is to provide an ignition timer controlled by speed responsive and suction responsive devices which cooperatewith a train of coaxial shafts which theoretically shouldbe in alesolute alignn'ieiitbut which mayv be Slightly out of alignment within reasonabledimits duet-o'an improved location of shaft bear ings which the present inventio-n provides.

Further objects and advantages of the present invention will be apparent from the following description, reference being had to the accompany drawings wherein a pro ferred embodiment of one form of the pres-.

ent invention is clearly shown. 7 i

In the drawings: V c v Fig. l is a plan view of the timer, the dis]- tributor and distribi'itor, rotor being removed. 1 I

of weight plate and .tubular hub.

"F 2 is'a' sectional view on IiiieQi-Qof Fig. 1, and shows the distributorhead and rotorin section. I

F 1g. 3 1S a sectional view onthe line 33 ofFig.2. W Fig. 4 isa fragmentary sectionalrview milar to Fig, 3. showing the suction con- ,trol inechanism moved intoan advanced position, and is a' sect onal fview taken on the line 4-4 of Fig.5. i

fig. 5'1sa sectional View. on the line 5-5 of Fig.4. V Fig. 6 s a plan view of a sleeve forming a 'partof the suctioncontrol mechanism.

Fig.7 is a sectional viewfon line 7 7 of in o i Fig. .8,is a side elevation of the sleeve shown in Fig- 6 viewed looking in the direction of arrow 8 inFignfi 1 F g.0 is a side elevat on of an assembly Fig. 10 is a fragmentary sectional view on l ne,101'0'of Fig. 9.

Fig. 11 is'a sectional view on the line In the drawings numeral 20 designates an ignition tiiner housing having a t-ubular "shank z2l carrying at its lower end a bearing 22 for a timer drive shaft driven by a gear 24 whichfnjieshes with agear. on the valve cam .shaft .of' the engine. .The shaft,

passes loosely through an internal annular shoulder 25 andjflis supported by said shoulder which receives a washer v26 engagthe shaft 23" which restsi upon the annular shoulder 25 of the timer housing shank 21.-

The. shaft. 23Qhas' an extensionQE'mz for receiving 5 a 3 "tubular, intermediate shaft 30 which provides a tubular. "hub for i a weight supporting. plate 3L carrying weight pivot studs 32 pivotally supportingweights 33.

Each weight has a lever arm 34 engageable with a leverv arm 35 -attached to a tubular shaft 36 having an easy running .fit with the extension 23?) of shaft I Thele'ver arms 35 carry spring posts 37 and 38 respectively connected bytsprings 39 with the pivot studs 32. v These springs resist, outward movement ing a "ring 27 swedged "i'ntoqan annular. grooveQS thereby provid ng a shoulder for 23 as the speed journalled in a bearing of porous material 40 suchas'porous bronze to which lubricant k the use of a tool for knocking out a pm 85.

I no

ing plate which rests' fupon a supporting le g of the weights 33 due to centrifugal force as speed increases, and hence return the weights to inner osition adjacent the shaft ecreases. The shaft 36 is is fe'dfifroin a lubricant reservoir 41 by felt washers 42 and 43; The reservoir 41 1s provided by.an annular cup shaped member 44 having an external circular flange 45 attached to: the circuit breaker lever supporte 51 provided by the timer housing 20. The member'44 has an internal annular flange 46 which fits snugly around the bearin v a a lhe'shaft 36 provides a cam 52 cooperat ing with one or more circuit interrupters for the purpose of controlling the ignit on cirr20 cuit. Each circuit-interrupter comprises a pair of contacts 53-and 54. the'latter being attached to a circuit'breaker lever 55 'carrying a rubbing block 56 which is "urged t0-' wardfthe c'am by a leaf s' ring conductor 57 which conducts current rom a terminal bracket'58 and a: terminal 59 to the circuit f breaker lever which is insulatlngly supported b'y the' bracket 60 attached to the bracket f-i-isupp Phite ;-The cam 52 supports'a'nd drives a dis t'ributor rotor carr'yinga center button 71 mounted on the end of a leaffspring conduc I tor'72 which iselectricall connected with a a 'j conducting segment" 73 w ichswings past a -35.

plurality of stationary'dis tributor posts ar ranged in a circular row, only one of these 'posts being shown at 7 41i F i a The Speed responsive device shown in Figs. 2 and'11 isconStructedfor an ignition timer whose cam rotates clockwise as viewed I .in' Fig. 1. As the wei htsswin'g outwardly Twith increasing spee p a "turned clockwise, as viewed in 111, rela tive. to the plate 31 thereby'advancing the [timing of the ignition spark. The amount of advanfce'which can be :obtained "with in crease of speed is 'limite'd duef to the" fact that the spring postf38-shown' iuFig. '2 exthe lever-35- relativeto't'he weight plate31 the levers '35 are tends through a somewhat'l'ar'ger hole 38a in the weightiplate"3l.. Hence, the swingof is limited byfthe in'38 striking the sides of theho'le 38a; '1- e pin 38 hasa'a tapered point 38b for a purpose to be described.

The engine suctionresponsive means for controlling the timing of the "ignition com- Y pris'es a mechanism-for turning theintermediate shaft 30' relative to the drive shaft "-23. This mechanism includes a sleeve movablejalonglthe' shaft' 30' and longitudi- -nally splined theretofby meansjof integral keys 81 cooperating wit -9)*in shaft 30. The sleeve v80 has a long :lead heli'cal spline 82 which receives the flattened end 83 of the head 84 of a pin 85 which is driven into the shaft 23. The shaft 30 has a clearance notch 86 permitting the shaft 30 to be rotated relative to the shaft 23 as the sleeve 80 is moved longitudinally along the slegvefiQt-ren'llie hole 87 in the shaft 30'is provided for the purpose of permitting The sleeve -80 is provided with'a notch 88 The sleeve 80-is moved along the shaft 30 by a bell crank lever 91 pivotally supported I by a shaft 92 supported by ears 93 extending floma bracket 94 attached by screws 95 to the housing 20 and providing a cover for an opening 96 therein. The bell crank lever 91 has a yoke 91a integral with arms 91?) each carrying a stud 97 received by the groove 98 in the sleeve 80. The lever 91 hasother arms 910 attached to a cross rod 99 which passes through a hole in the head of a stud 100 having a shank'lOl which serves as a rivet riveting together washers- 102 and 103 between which are located two impregnated cloth layers 104which form a "diaphragm. The periphery of the diaphragm 104 is clamped betweenflanges 105 and 106 of diaphragm casemembers'107 and 108 respectively; the flange 106 being spun over the flange 105 as indicated at 10621.

The case 107 is provided with a vent 107w and is riveted to the bracket 94.] The case 107 is provided with an internal annular, flange 109 providinga'guide for the stud 100 and providing a stop for an adjustable nut llO threadedly attached tothe-stud 100 and'secured in the desired position of adjustment by "a lock nut 111. Normally, the v sleeve 80 is maintained in a downward position shown" inFig'. 2 and the diaphragm bulges toward the left or nearest to the case 107. Thi's" result is accomplished by a spring 112 hearing at "one end against a the washer 103 by the spring112'. The cou-, pling114 is threaded into' a collar 117 seshoulder 113 provided by a coupling" 114 and "at the other end againsta shoulder115 of a tubular spring guide 1161urged against cured at .118 to the case10i8. ,The coupling .114provides a} threaded extension 119 by T which the suction chamber between the cas-v ing 108 and the diaphragm 104 maybe connected with the fuel intake .pipeof the en- "-As the suction theengine intake in- I crease s,the p ressuredifier'ential between the left hand and right handsides ofthe diaphragm 104 will cause the diaphragm to move from the position shown in Fig. 2 to that "shown 'in Fig; 4 against the action of.

the spring 112 therebycausing the lever bell crank lever 91 to move clockwise from the upwardly from the position shown in 2 toward that shown in Fig. 5. Due to the pin'and spiral slot connection between the shaft 23 and the sleeve. 80 the sleeve 80'is caused to rotate clockwiseas viewed in Figs.

' p 3 and 4 from the position shown in Fig. 3-

to that shown in Fig. 4. As the slee ve 80 rotates in this manner, it carries with 1t the intermediate shaft 30 and in this waycauses the shaft 30 and hence the cam 52 to be roorder to advance the timingvof the ignition.

the pressure differential between the right and left hand sides of the diaphragm 104 will decrease rmitting the spring 112'to move the diaphragm toward the left or toward the positionshown in Fig.2 thereby causing the sleeve 80 to move wnwardly and hence the cam 52 to be adjusted in a counterclockwise direction relative to shaft 23. 7

It will be noted that as the sleeve 80 moves upwardly, its oblique notch 88 will receive'the tapered end 38b of the spring pin or post 38. Therefore, when the spring post extension 386 engages the oblique surface 90 defining one'side of the notch '88, further movement of either automatic device for advancing the ignition cannot take place unless one of the devices operates in a manner tending to retard the i nition. In other words, if the ignition timmg isf'ully advanced due to the operation of the suction device alone, bringing the sleeve 80 into the uppermost position shown in Fig. 5, no advancing of the i nition due to increase in speed can take p ace beyond that :-which causes movement roffthefpin38b into engagement with the notchsurf'ace 90. Similarly, ifthe weights 33 have moved into the position'of greatest, advance to which they are capa le of moving within 'the limits prethe spring post 38, the ignition timing can be advanced by suction only to the extent permitted by the vertical distance between the inclined slot surface 90 and the spring post extension 3811.

As stated. before, b limiting the total advance obtained by t e combined effects of increasingengine speed and increasing fuel intake suction, the rate of advance with increasing speed or suction can be made relatively great. This is an'advantage in certain ty es of engines which permit rapidly advancing timing of the ignition with increase in speed or intake suction. It is generally true that the s ark advance may be advanced with increasing speed at a greater rate under part load conditions than under full loadconditions. Under an operating 65 condition of part throttle for example bethe" advance would be? too tated clockwise relative to the shaft, 23in the suction control mechanism with the. cen- As the suction of the fuel intake decreases,

scribed by the hole 380 surrounding the tween 20 and 40 milesperhour,theadvance may take place more rapidly than whenim creasing the speed under full? load operating conditions. "Hence'the'spark is advanced in response to both suctionandengine'speed increases. .If the speed controller were designed to takecare of the rapidly increasing rate of *advance'for part-load" conditions,

the rate of centrifugal advancef'forfull load conditions might' be too grea't sfo that by the time the engine had gotten'up the full speed,

ggeat ifor'proper y "interlocking operation of. the engine.

sti-tutes a preferred form, it is to be, under-' stood that 'other forms might-be adopted, all coming ithin the scope of i the claims which folloiav." j f What is claimed is as follows? j. i i

1. An ignition timer for internal i'combusr tion engines comprisin'g'in combination, acir; cuit interruptenan; engine driven cam for operating the same,"devices responsive re spectively to enginelo'ad conditions and en 'gine speed conditionsi for controlling; the timingiofthe operation ofthe; circuit in+ terrupter with respect to the cycle; of engine operations, and means'carried' byone ofgsaid devices cooperating with the" other of said devices for limiting'the'total amount, of i nition interrupter" advance produced sby the combined effect "ofthe devices." a I,

2. An ignition timer for internal combustion engines comprising in, combinatiomfa circuit j interrupter, an enginefiriven cam for operating the same,'devices responsive re s ectively to engine'intake suaioazand en-1 gme sp ed conditions forcontrolling the timing of" the operationrof the circuit inter rupter with respectto 'the cycle" of engine operations, and means carried by oneof said devices cooperating with the other of said devices for limiting the total amount ofi nition interrupter advance produced by the 1 combined effect of the devices. f

3. ,An ignition timer forinternal combustion engines comprising in combination, a circuit interrupter, an engine driven cam for y o erating the same, a timer driveishaft,de-1 vlces responsive respectively to engine in-j take suction conditionsand engine speed'conditions for operatively connectingthe timer drive shaft with the timer cam and for va ing the angular relation between them, and 125 means for nterlocking said devices in order to limit the total amount of ignition inter-1 rupter advance produced by the combined effect of thedevices.

An ignition timer for internal i8 0 1 ame tiolnengil es vgmnvprie i11g in combination, a Circuit;llitelij'qptcl, a cmnrfor operating the timer .lclrive' slnlft' Y xiith the intexneilialo l saine,',z tilnei' dl'lVQSllilft, an intermediate- 'haft'l oi' leonneeting the tinier drive shaft vtili fltlie tinier eann;"av device IOSPOX ISiVCV to engine intake 'su etion' f()l connecting the ft; and Q f Xarying flip nllgflllzll 'l'0 li'lil0ll, I between ,tliennn levice 'i'espons ye io eng ne speed for COIlXlQCtIIigj tllO int'eymwl nte sli'nft with; flie tinie feain anillfor yznzying the um 5LAn' lgniizjio i timeit for internal combuy guliz n lielation between tlien gfanilimoans for tierlp c'k-ing saiid lleviees in (Yl'tlPl t-(X limit.

totalla nount of ign ition inten-nptur mli ilneecllby the Combinedeffect-of the.

i mm Tenginesconiprising in conibi nalion, a

flcirenit interruptei a cani for operating the agt'ilfiflft drive shaft, automatic nez ne -w. f or c onnecting. Q16 shaft anclczun and $012".

7 g varying: the ang1,1lz w relation between th'el'nv "1i1 1'esponse t o yarmtions'in engine operating E I i Conditions, an ignition tilnerl ionsingfor en gcloising theintei'nlptergand"autoniatic'means; 1 use-id hous ngprovid lng a bearing ior the eznn 4 a dji cent the cincuit; inte1'ri1pter, and said jl-. honsingfproyiclii1g a tubular shank enclosing] 4 the drive 'shaft and provided at its lower end aid sliaft b einglfree of support latentlier portions ofthe 'tiniei" housing.

" .ope iat ing s an ie devices pesponsii e IVQSPIGCQA mely t o englne intake suction and engine the/operation of tlie circuit interrupt-er res ponsiye device fOp lilllitlIlg the amount of .;the combined eifeet of the devices.

signatures.

.1 .v JAMESL- RTH wiiitlya"relativelyshort bearing: forftli'e llllVe g Y o; ignition timer ifqni'nternal combustlon englnes compr s ng, :111 =e'onnbnyahon a, elrcu lt interrnp cer, gin engineclrivencani for;

*speedcqnditions for controlling the timing Withires peet,thewoycle 0fflieengine 9 eifz it ions, and a pgrtlczirried by thee peecl re-i epons'ive eyice cooperating with the suction( ignition interrupter advance produced by -I I FRANK H. PRESCOTT; I f 

